Steam-storage locomotive.



G. L; WALL-8: vf'J. SHEPARD.

STEAM STORAGE LOGOMOTIVB. APPLICATION FILBD'N0-V.18'-1909. 976,522.

Patented Nov. 22, 1910.

s SHEETS-SHEET; 1.

THE NORRIS PETERS cm, WASHINGTON, o. c.

G. L. WALL & V. J. SHEPARD.

STEAM STORAGE LOGOMOTIVE.

APPLICATION FILED NOV.18, 1909.

Patented Nov. 22, 1910.

6 SHEETS-SHEET 2.

G. L. WALL & v. J. SHEPARD;

STEAM STORAGE LOOOMOTIVE.

APPLICATION FILED NOV. 15. 1909.

Patented Nov. 22, 1910.

5 SHEETS-SHEET 3.

0.. WASHINGTON. I! c.

G. L. WALL & V. J. SHEPARD.

STEAM STORAGE LOGOMOTIVB.

APPLICATION FILED NOV.18, 1909.

Patented N0v.22, 1910.

5 SHEETS-SHEET 4.

1 III G. L. WALL & v.1. SHEPARD.

STEAM STORAGE LOOOMOTIVE. APPLIOATiON rug!) NOV/18} 1909.

Patented Nov. 22, 1910.

5 SHEETS-SHEET 5.

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WMWJ

UNTED STATES PATENT OFFICE.

GEORGE L. WALL AND VICTOR JAMES SHEPARD, OF LIMA, OHIO, ASSIGNORS TOLIMA LOGOMOTIVE AND MACHINE COMPANY, OF LIMA, OHIO, A CORPORATION OFOHIO.

STEAM-STORAGE LOOOMOTIVE.

Specification of Letters Patent.

Patented Nov. 22, 1910.

Application filed November 18, 1909. Serial No. 528,649.

T all whom it may concern:

Be it known that we, GEORGE L. \VALL,

' residing at 1103 \Vest High street, Lima,

county of Allen, and State of Ohio, and VICTOR J. SHEPARD, residing at119 South Baxter street, Lima, county of Allen, and State of Ohio, bothcitizens of the United States, have invented certain new and usefulImprovements in Steam-Storage Locomotives, fully described andrepresented 1n the following specification and the accompanyingdrawings, forming a part of the same.

This invention relates to that class of loco motive which is operatedwithout fire or heat-generating appliances, by providing a steam-tank ofsufficient capacity to hold water and steam at a relatively highpressure and temperature, which steam is utilized for a certain periodof time for supplying the engine-cylinders. In such steam storagelocomotives the steam-tank is charged for a period of operation byfilling it with water to a suitable level and then injecting steam intothe tank, preferably in contact with the water, so as to condense thesteam and heat the water to a relatively high temperature and store upthe necessary energy to operate the locomotive for a period of time bydelivering the steam at a reduced pressure to the cylinders. Thesteam-tank upon the locomotive is, of course, supplied with steam at asuitable station where the steam is generated and delivered to the tankthrough a hose or pipe connection.

The invention relates to various details of construction which aredescribed and claimed herein and which produce an eificient andeconomical apparatus.

The invention will be understood by reference to the annexed drawing, inwhich Figure 1 is a side elevation of the locomotive; Fig. 2 is a frontelevation of the same upon a larger scale; Fig. 3 is a cross section ofthe steam-tank upon line 33 in Fig. 4:, which is a longitudinal sectionof the tank at the middle line; Fig. shows the under side of part of thesteam injection pipe; Fig. 6 is a front elevation of the steamcylindersand their steam-connections to the steam-tank; Fig. 7 is an elevation ofone of the side-frames; Fig. 8 is a perspective view of the hood forcovering the stea1n -co-nnections; Fig. 9 is a plan of the twoenginecylinders and their connecting-arms, the

top-plate of one being cut away; Fig. 10 is an elevation of theexpansion-saddle; Fig. 11 s a sectional View of the relief-valve; Fig.12 1s a sectional view of the automatic dripyalve; F 1g. 13 is a sectionof the tank showrng an alternative arrangement for the cyllnder-plpe;Fig. 14: shows the end of the tank inside of the cab; and Fig. 15 is avertical section of the exhaust-head.

a designates the side-frames, connected at the rear ends by beam b andat the front ends by beam 0, both of which carry footboards d. The frameis formed to receive boxes for two axles e carrying drivingwheels fprovided with crank-pins g and g.

The steamtanlc.-The steam-tank A is of cylindrical form and is supportedat the forward end upon the extension members or arms 2' which form ajoint connecting the cyhnders together at the middle line of thelocomotive. These arms rest upon the frame a and their junction is madeby flanges j and suitable bolts. The tops of the cylinder-armsiare madelevel or fiat and bracketseats 8 are extended from the rear sides of thesame forming, when the arms are bolted together, an extended flat seatupon which a bracket-block is bolted, such bracket-block having a foot1" secured to the seats 8, a curved seat 7' upon which the front cornerof the steam-tank A rests, and a flange 1 fitted to the front end of thesteam-tank and secured rigidly thereto by rivets s. The foot of thebracket thus covers the joint of the two cylinder-arms and greatlystrengthens them when secured thereto. The top of each cylinder isfurnished with a steam-chest seat T having the usual exhaust-port m withsteamports at the sides thereof, and a steam-chest port T connected by apassage is with a steam-inlet orifice 70 upon the upper side of the armadjacent to the central joint of the cooled. This rear support consistsof an expansion-saddle having arms J and braces J secured to the tank,and boxes K at its opposite ends embracing loosely the top bars of theframes A so as to play freely thereon. The tank is formed, as shown inFig. 4 with a dome B which is used both as a receptacle for thethrottle-valve and as a means of entrance to the tank, as it has anopening in the top provided with a removable cover C through whichaccess may be obtained to the tank, thus avoiding the expense ofproviding an additional manhole and cover. The dome B is set adjacent toforward end of the tank, and a throttle-valve D is supported within thesame, and a cylinder steam-pipe E is shown in Fig. 1 in clineddownwardly and forwardly from the same to the head of the tank, where itpasses through a flange E to a reducing-valve F which is set close tothe head of the tank where the tank is supported by the tankbraeket s.

A pipe Gr extends downward from the reducing-valve and is formed withbranches H connected to the steam-inlets is upon the cylinder-arms. Thefront end of the tank is set adjacent to the rear ends of the steam--'cylinders and the steam-pipe Gr thus requires to be recurvedbackwardly under a part of the reducing-valve, in order to reach thesteam inlets, which are formed upon the cylinder-arms '2' about themiddle of theirwidth. The steam-exhaust-pipe n is sloped to the front ofthe tank about the middle of its height, and then extends straightupwardly above the top of the tank.

The exhaust-stack n has an exhaust-head n in which a centrifugalwater-extractor is inse'rted, consisting of the spiral partition nhaving the cap 12 upon the top to deflect.

the exhaust-steam radially into the annular chamber a from which anywater escapes by drip-outlet n.

The tank is provided with a series of transverse swash-plates L toprevent the sudden surging of the water toward either end of the tank,upon grades. The plates are fitted to the sides of the tank, but formedat the sides and bottom with straight edges Z forming passages next theshell of the tank for the movement of the water, and the intermediateedges of the plates are attached to the inner walls of the tank byangleirons L.

Each swash-plate is shown extended nearly to the top of the tank, and isprovided midway of its height at one side of the center with a largeaperture M for the passage of fluid, the apertures being alternated intheir positions in the successive plates so as to prevent the fluid fromrushing through these apertures simultaneously. The forward end of theseries of swashplates is located beneath the dome at a suitable point toclear the cylinder-pipe E. A steam charging-pipe N is inserted throughone head of the tank near the bottom and extended through the severalswash-plates, and provided upon its under side as shown in Fig. 5 withnumerous jet-holes N, from which steam can be discharged into the waterin the tank. The inlet of this tank is provided with a cock N to which,in practice, the steam hose is connected for charging the tank. The rearend of the tank is inclosed by a cap I, and the throttle-lever t ishinged upon the rear end of the tank and connected to the throttle D bythe usual rod 25 which passes through holes t in the swashplates. Thereverse-lever u and its segment a are also shown in dotted lines in thecab for operating the links in the usual manner. See Fig. 1.

T he engz'nea-The cylinders h are formed with the arms 1' connected atthe middle line of the locomotive by flanges j and suitable bolts. Thearms are provided 011 top with the steam-inlets is extending into thepassage in the arm to supply the steam-chests Z with steam, and upontheir forward sides the arms are provided with exhaust-outlets m, and anexhaust-stack n is extended upward therefrom being connected by branchesn to the exhaust-outlets m, as shown in Fig. 2. These outlets connectwith the exhaustports m by passage of, which lies below the level of theexhaust-outlet and exhaustports, and the condensed water drainedtherefrom in the manner hereinafter described.

Each of the cylinder-arms is provided upon (see Fig. 6) its under sideadjacent to the cylinder-body with a seat 0, and the top of each frameis provided with a deep depression having a seat a to fit the seat 0, asshown in Figs. 1 and 7.

A flange 0 is extended beneath the cylinder-arm adjacent to the innerside of the frame and secured thereto by bolts 7), and lugs-q areextended from the sides of the cylinder-arms at the ends of the seat 0and secured to the top of the frame by bolts 7). (See Fig. 6). The tankcontains steam at much higher pressure than the engines are constructedto use, and in order to avoid breaking the cylinders if such pressurereaches them, by any failure of the reducing-valve, I providerelief-valves P upon bot-h ends of each cylinder as shown in Figs. 1, 2,and 9. Any suitable relief-valve may be used. The valve-box or casing ofthe relief-valve shown in Fig. 11, has a threaded shank to screw intothe head of the cylinder close to the cylinder-wall, and an outletpassage P which is kept normally closed by the valve P, which opensoutwardly and is pressed toward its seat by a spring P The valve-box hasa cap Q, screwed thereon with an adjusting screw Q fitted through thesame to regulate the pressure of the spring P, the screw having alock-nut Q to secure it when adjusted.

The valve-box has outlets P for the escape of fluid when the valveopens. The valve is set by adjusting the screw Q to permit the dischargeof water at any pressure above the working pressure of the cylinder.

To discharge the water which condenses from the exhaust-steam, thelowest part of the passage m is provided with an automatic drip-valveshown in Figs. 6 and 12, the valve-box R having a threaded shank forinserting it through the bottomof the arm 2' into the passage m Thevalve R opens inwardly and is held normally open by a weak spring Radjusted to yield and permit the valve to close under the pressure ofthe exhaust steam, so as to prevent any escape of the same through thisvalve; but the spring operating, when the engines are not in action, toopen the valve and permit any water of condensation to escape from theexhaust-passage m WVhen the engines are in operation the water is blownout by the exhaust-steam, but this valve operates to discharge any waterwhich drips or accumulates in the exhaust-passage when the engines arestopped.

The reducing-valve F is provided with a steam-gage F to indicate thepressure oi. the steam delivered to the cylinders.

A hood is provided upon the front of a locomotive to inclose thereducing-valve and the pipes which convey the live-steam so as toprotect them from radiation, the hood having a portion 2 extended upwardfrom the front beam 0, a portion a sloped backwardly therefrom and alevel portion a at the top which contacts with the front end of the tankabout the middle of its height. The exhaust-stack passes through thehood-portion 2 and slopes backwardly inside of the sloping-portion z.The hood has side plates 2 one of which is provided with a door Z, whichcan be opened to inspect the steam-gage F.

The bm7ccs.Means is provided for actuating the brakes 11 upon thedrivers f either by hand or by steam, the connections from the steambrake-cylinder w and from the hand-wheel w being made to the same lever10 which is connected with the brake-toggle in the usual manner.

In order that the brakes may be operated by steam when the throttle isclosed and not be dependent for steam upon the reducingvalve F, it isnecessary to provide a separate reducing-valve 02 for supplying steamunder reduced pressure directly to the steam brakecylinder to when thethrottle D is closed. (See Fig. 14.)

A lever 00 is shown in the cab for admitting steam to the steambrake-cylinder from a special steampipe m and the piston-rod from suchcylinder is connected to the brakelever to by the link 3 so that whenthe lever 00 is actuated the brakes '0 are put in operation.

The hand-wheel w is provided with a 7 chain-sheave a from which a chaina is connected by a rod 2 to the upper end of the brake-lever 0.02, sothat the brakes may be operated by hand when desired.

The tank is protected by a lagging or any non-conducting coating, asindicated at A in Fig. 3.

Operation of the Z0c0m0tz'oe.To charge the locomotive, it is placed nearto a steam charging boiler and is supplied with water to a suitablelevel, as may be indicated by gage-cocks or the glass-gage 3 in Fig. l,where the primary water-line is indicated by the dotted line g in thatfigure. Live steam is then admitted to the perforated pipe N and thesupply of steam continued until the water in the boiler is heated andthe space above the same filled with steam at the de sired pressure, say150 pounds or more.

The condensation of steam materially raises the water level during suchcharging operation. The reducing-valve F is set to furnish steam at asuitable reduced pressure, as pounds per square inch, to the cylinders,which are made larger than those in a locomotive using high-pressuresteam, so as to secure the desired power. When the cylinders aresupplied with steam at such regulated pressure, the relief-valves P areadjusted by means of the screw Q, to remain closed until such pressureis exceeded. The locomotive is then ready for operation, and thecylinders are safely supplied with steam at the regulated pressure, andthen operated until the pressure in the tank falls to an ineffectivepoint.

We have claimed herein the provision of a reducing-valve upon thehigh-pressure steam-pipe when extended outside of the tank, and acylinder-pipe connecting such reducing-valve to the inlets of theenginecylinders; and it is immaterial whether the pipe which conveys thehigh-pressure steam from the throttle-valve to the reducingvalve beextended through the front or rear head of the storage-tank. Fig. 1shows it extended through the front head where the cylinder-pipes canbranch directly from the reducing-valve to the cylinder-inlets; but analternative construction can be employed as shown in Fig. 13, whichserves to reheat the steam after its pressure is reduced.

In Fig. 13, the high-pressure steam-pipe is marked E and is extendedthrough the rear head of the storage-tank, and a reducingvalve F isfitted thereto close to the rear head.

A cylinder-pipe E is connected with the reducing-valve and extendedthrough both heads and through the entire length 01": the

tank, being provided with branches G at its forward end to connect withthe steaminlets K.

It is understood that the temperature of the steam falls as the pressureis reduced by the reducing-valve, and the extension of the cylinder-pipeE through the tank operates to reheat the steam in some measure beforeit is delivered to the cylinders.

It will be understood that the exhauststack discharges no smoke but onlysteam, and that the water-extractor is useful to separate any water ofcondensation from the steam so that it may be discharged separately fromthe stack. A pipe may be connected with the drip-outlet a to dischargethe water at any suitable point.

Having thus set forth the nature of the invention what is claimed hereinis:

1. In a steam-storage locomotive, the combination, with the side-framesand wheels supporting the same and the steam-storage tank carriedthereby, of engine-cylinders having arms connected together and fittedupon the under side to the tops of the frames, the arms having a fiattop and formed each with the saddle-bracket s projected horizontallyfrom the rear edge of the arm and a saddle block secured upon the saidarms and saddle-brackets across the joint of the arms to reinforce theirconnection and the tank secured rigidly to such saddle. c

2. In a steam-storage locomotive, the combination, with side-frames anda plurality of axles with driving-wheels supporting the same, ofengine-cylinders having arms connected together and provided upon theirunder sides with seats fitted to the upper sides of the frames neartheir forward ends, lugs upon the arms at the ends of such seat-s withbolt through the same into the frames, the arms having a flat finishedseat upon the top, a tank-bracket secured rigidly upon the said seatacross the joint of the arms thus reinforcing their connection, asteam-tank connected rigidly at its forward end to the tankbracket, anda saddle supporting the tank upolp the frames near the rear end of thetan 3. In a'steam-storage locomotive, the combination, with theside-frames and wheels supporting the same, of engine-cylinders havingthe arms 2' connected together and fitted upon the under side to thetops of the frames, each arm having upon the top a steam-inlet for oneof the cylinders, the storage-tank mounted upon the frame; and havingupon the top a steam dome with the throttle-valve supported therein ahighpres'sure pipe extended from the throttle to the exterior of thetank, a reducing-valve upon such cylinder-pipe outside of the tank, andbranches extended from the reducingvalve to the steam-inlets of the twocylinders.

4:. In a steam-storage locomotive, the combination, with the side-framesand wheels supporting the same, of engine-cylinders having the arms 71connected together and fitted upon the under side to the tops of theframes, each arm having upon the edge an exhaust outlet F with anexhaust-stack extended upward therefrom, and an exhausthead upon suchstack having a water-extractor therein and an annular chamber to receivesuch water with an outlet for the escape of the same, thereby preventingthe accumulation of water in the cylinder-arm.

5. In a steam storage locomotive, the combination, with the frames, ofcylinders secured to the frames near their forward ends with armsconnected at the middle line of the locomotive, steam-inlets upon thetops of the arms and exhaust-outlets upon the front sides of the arms, asteam storage tank mounted upon the frame with its forward end adjacentto the rear ends of the cylinders, a cylinder-pipe extended from thetank through the front head of the same, a reducing-valve and steam-gageupon said pipe at the front end of the tank, branch-pipes connecting thereducing-valve with the steaminlet, a steam-exhaust-stack connected withthe exhaust outlets and inclined backwardly to the tank in front of thereducing-valve and upwardly above the tank, and a hood applied to thefront of the tank and inclosing the reducing-valve, the branch-pipe, thelower part of the exhaust-pipe and its connections to theexhaust-outlets.

6. In a steam-storage-locomotive, the combination, with thesteam-storage-tank having upon the top a steam dome, of a compositesaddle comprising a bearing-block having a curved seat fitted to thetank and a flat foot upon its under side, and two members or armsdivided at the middle, with a flat finished seat upon the top fitted toand connected by the said foot, and having steam-cylinders upon theirouter ends provided with the steam-chest seats having valveexhaust-openings m and steam-inletopenings T, the said arms beingprovided upon the top adjacent to the joint with the steam-inletorifices connected by ducts is within the arm to thesteam-inlet-openings T, and upon the front side with the exhaustorifices m, connected by ducts m with the exhaust-openings m, acylinder-pipe extended from the steam-dome through the tank to itsexterior, a reducing-valve upon the cylinder-pipe outside of the tank,branches extended from the reducing-valve to the steaminlet orifices 7csupplying the cylinders with steam at a definite working pressure, and arelief-valve upon the head of each cylinder set to open slightly abovesuch definite pressure, and opening outwardly when required to relievewater or steam pressure within the cylinders.

7. In a steam-storage-locomotive, the combination, with thesteam-storage-tank having upon the top a steam-dome of a compositesaddle comprising a bearing-block having a curved seat fitted to thetank and a fiat foot upon its under side, and two members or armsdivided at the middle, with a flat finished seat upon the top fitted toand connected by the said foot, and having steamcylinders upon theirouter ends provided with the steam-chest seats havingvalve-exhaust-openings m and steam-inlet-openings T, the said arms beingprovided upon the top adjacent to the joint with the steaminlet orificesis connected by ducts is within the arm to the steam-inlet-openings T,and upon the front side with the exhaust orifices m connected by ducts mwith the exhaustopenings m, an exhaust-pipe having branches connected toand extending upwardly from the exhaust-openings m, and the ducts mfalling below the level of the exhaust orifices m, and having each atits lowest point an automatic drip-Valve opening outwardly, allowing thewater condensed from the exhaust steam to escape.

In testimony whereof we have hereunto set our hands in the presence oftwo subscribing witnesses.

GEORGE L. WALL. VICTOR JAMES SHEPARD.

Witnesses:

LAWRENCE R. WRIGHT WALTER B. CARNEs.

